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It鈥檚 no surprise that petrol power will be most popular, with the 118i the big seller (diesel is predicted to account for around a third of sales). The 118i still uses BMW鈥檚 1.5-litre three-cylinder turbocharged petrol engine, but it鈥檚 been updated so it now produces 138bhp. It鈥檚 also now mated to a seven-speed dual-clutch automatic gearbox. The move to front-wheel drive has undoubtedly robbed the 1 Series of some of its defining character. A back-to-back drive in the outgoing car proved as much, but that鈥檚 not the full story. A rear-wheel drive family hatch is something of an anachronism, and even if BMW buyers prioritise driving dynamics the firm claims many will still benefit from the packaging improvements, while the car is even more agile. As a result the 1 Series character is obviously different, but dynamically it鈥檚 almost exactly as you鈥檇 expect BMW鈥檚 interpretation of a front-wheel drive hatch to be.
That means it鈥檚 less individual than before, but it鈥檚 responsive, offers good body control, has more than enough grip for a cooking model and delivers decent performance. The 118i pulls strongly and smoothly from low down. BMW hasn鈥檛 officially revealed performance figures for the car yet, but with 140bhp performance is adequate if not stunning. Less weight and slightly more power means it should improve on the outgoing 118i auto鈥檚 8.7-second 0-62mph time. From launch you鈥檒l need the 120d if you want extra grunt. It鈥檚 more refined than ever and delivers a relatively linear swell of torque that, in a family hatch, means it鈥檚 surprisingly quick. The 118i we tried was equipped with a standard chassis. Softer in setup than the optional Sport chassis on our 120d test car, it rode well and only started to fidget over bumpier roads as the speed increased, the body control beginning to break down as a result. It was more compliant than the 120d we tried on the Sport springs and dampers.
This rolled less, but with variable ratio steering it felt more alert, yet it didn鈥檛 really sacrifice comfort. There鈥檚 loads of grip and a greater sense of connection with the car than you鈥檇 get from, say, a VW Golf. Thank the extra body stiffness, which means it rides well, as the more rigid shell ensures the suspension is less corrupted by feedback from the road surface, allowing a more stable platform to soak up imperfections. A new single-pinion design for the steering rack means there鈥檚 less friction, so it鈥檚 more responsive to inputs at the wheel. Together with the stiffer shell, the front and rear axles feel better connected and the car reacts quicker. It鈥檚 even surprisingly adjustable, thanks to a new stability control system. BMW has integrated part of the traction control system into the engine ECU, which means that the system works up to 10 times faster than before. It鈥檚 born out of a tech transfer from the firm鈥檚 i3S EV, where controlling the instantly available torque from an electric motor is vitally important. In the system鈥檚 half way mode it鈥檒l actively promote this, which in turn promotes fun. It obviously doesn鈥檛 have its predecessor鈥檚 rear-wheel drive balance and is distinctly different, but for most 1 Series buyers which end the power is sent won鈥檛 matter.
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